Composite body for a vehicle

ABSTRACT

A vehicle primarily a mass transit vehicle is formed primarily of composite materials which define a roof section and a floor section of two fiber reinforced sheets connected by an integral core and two rigid side wall sections each formed from welded steel or optionally bolted aluminum defining a series of window openings in a row along the side wall section in a ladder shape. The separate sections are connected to a front end cap and a rear end cap. Mountings for the seats are defined as well as conduits through the floor and roof for electrical and fluid connections. Releasable joints of adhesive are provided between the metal rails and the edges of the composite panels.

This application is a continuation-in-part of PCT ApplicationPCT/CA2006/001534 filed 20 Sep. 2006.

This application claims the benefit under 35 U.S.C. 119 of ProvisionalApplication 60/738,032 filed Nov. 21, 2005.

This invention relates to a body structure of a vehicle which uses fiberreinforced composite materials at least as part of the structure.

BACKGROUND OF THE INVENTION

There has been an intention in the industry of mass transit vehicles toprovide a vehicle body which is formed primarily of a compositematerial. Such composite materials generally comprise fibreglassreinforced resin sheets and often these are formed with a foam or othercore layer between the sheets. The primary intention is that thestructure be formed substantially wholly from such composite materials.The intention is that such materials will reduce weight and provide asuperior corrosion resistance. One technique is to provide molds inwhich the body is shaped and formed from separate pieces which can thenbe connected together. However one highly desirable feature is that thestructure can provide multiple different vehicle lengths to satisfycustomer demands.

A number of attempts have been made for example, by Northrup GrummanCorporation's Advanced Technology Transit Bus (ATTB) North American BusIndustries (NABI) and TPI Structural Composites who provided 40 and 45feet length “Compobus (withdrawn from the market after limited release)a proposal by ABI, a proposal by TPI Structural Composites under thetrade name “Airporter”, a proposal by Stork Fokker AESP Aerospace Group,Duvedec international and den Oudsten Bussen by (FX026), and a proposalby Duvedec International. However these proposals have been put forwardin a manner that does not fully address one or more of the criticalmarket entry or performance criteria resulting in a vehicle that haslimited appeal or cannot meet the rigorous performance standardsdictated by the transit agencies. In Europe, where road maintenance issuperior relative to North America, durability is less of a concern, andthe limited recycleability of molded fibreglass uni-bodies, there hasbeen limited interest in lightweight composite vehicles. Stork Fokkerand den Oudsten Bussen by in partnership with Duvedec Internationalcreated the RETX-98 which was to enter revenue service in Rotterdam, butaside from stirring momentary interest at a few shows, the AdvancedLightweight Modular (AILMO) vehicle could not save the company frombankruptcy. The Stork Fokker AILMO body technology was licensed to APTSystems in Helmond NL which was incorporated into the Phileas, which hasachieved limited success, mostly in Bus Rapid Transit systems. Thelicense for the Stork Fokker AILMO body technology is held in NorthAmerica by New Flyer Industries Ltd but this again has achieved nocommercial success.

One of the defining criteria is vehicle length. The market requiresvehicles under 29 feet in length, 30 to 35 feet and 40 feet and 45 feetcommuters together with 60 and even 80 feet articulated vehicles. Allprevious attempts can be divided into two categories: one set of moldsfor each body length or various body lengths created by ganging modules.The multiple mold strategy of course provides a huge tooling expense.The AILMO multiple module technique is dependent on the side windowsbeing bonded to the body, thus functioning as a structural component.This approach has inherent weaknesses, not the least of which is thatNorth American regulations require at least 4 of the windows on a bus toopen for emergency escape.

Up till now, therefore, no commercial vehicle of this type has beensuccessfully exploited.

It will be appreciated that body structures of this type can be deployedeither as a light rail vehicle or as a road vehicle and many commonfeatures can be used in both structures. There are of course significantdifferences which will be well known to one skilled in the art but theprinciple set forth in the present application can in most cases be usedin both fields.

A number of prior patents have been published showing features of theabove mentioned commercial attempts and showing various otherarrangements by other parties interested in this field.

The following patents have been noted as having some relevance in thepresent field

U.S. Pat. No. 4,059,303 (Mauri) issued Nov. 22, 1977.

U.S. Pat. No. 5,042,395 (Wackerle) issued Aug. 27, 1991.

U.S. Pat. No. 5,140,913 (Takeichi) issued Aug. 25, 1992.

U.S. Pat. No. 5,433,151 (Ohara) issued Jul. 18, 1995.

U.S. Pat. No. 5,904,972 (Tunis) issued May 18, 1999.

U.S. Pat. No. 5,918,548 (Elsner) issued Jul. 6, 1999.

U.S. Pat. No. 5,997,075 (Dunder) issued Dec. 7, 1999.

U.S. Pat. No. 6,065,261 (Fehr) issued May 23, 2000.

U.S. Pat. No. 6,237,989 (Ammerlaan) issued May 29, 2001.

U.S. Pat. No. 6,685,254 (Emmons) issued Feb. 3, 2004.

PCT Publication No. WO/2004/000633 and 000634 assigned to NABI published31 Dec. 2003.

EP Application 0 622 285 published Nov. 2, 1994 and assigned to GECAlsthom Transport SA.

Mauri discloses a conventional vehicle using a fabricated frame clad bycovering panels.

Wackerle discloses a rail vehicle formed from molded upper sectiondefining the side walls and roof connected to a floor section. Theconnection is provided by a corner piece which is bonded into an edgepiece at each edge of each molded composite panel. The composite panelsare formed from exterior sheets with a honey comb core between.

Takeichi discloses a rail vehicle which is similarly constructed to theabove except that it is formed in sections which are connected edge toedge along the length of the vehicle. The floor sections are formed fromside beams and horizontal rails.

Ohara discloses a similar arrangement.

Tunis discloses a technique for forming large composite core structuresby vacuum assisted resin transfer molding. This is not particularlydirected to vehicles but provides a technique which can form the largemolded sections.

Elsner discloses a rail vehicle formed by connected beams.

Dunder disclose a vehicle where panels are connected together byinsertion of an edge of a panel into a channel of the structural rail.

Fehr disclose a joint between a metal sandwich panel and a metal railwhich uses welding to provide a seal.

Ammerlaan discloses the arrangement of the Stork Fokker AILMO devicedescribed above which it defines as a structure formed by connected,molded side panels, roof and floor sections where the drive componentsfor the vehicle are bolted under the aluminum honeycomb floor. It isinteresting to note that in its application to the APTS Phileas, thestructure required internal cross bracing not cited in the patent toachieve the required torsional stiffness.

Emmons discloses a vehicle which is primarily formed from a roof sectionand a floor section together with vertical beams where the roof andfloor sections are formed as a sandwich panel defined by the fibrereinforced sheets and an interconnecting core.

The two PCT applications of NABI disclose a molded structure in whichthe body and floor are separately molded from fibre reinforced plasticsmaterial. This is substantially based on the ATTB by Northrup GrummanCorporation.

The EP application of GEC a rail car formed of composite material wherethere is a channel-shaped roof section and corresponding channel-shapedfloor section which butt together along the side walls.

SUMMARY OF THE INVENTION

It is one object of the invention to provide an improved compositevehicle.

According to a first aspect of the invention there is provided a vehiclecomprising:

a roof defined by at least one roof section;

a floor defined by at least one floor section;

two side wall sections each defining a series of window openings in arow along the side wall section;

each side wall section comprising a generally an integral substantiallyrigid metal ladder structure defined by vertical posts and horizontalrails with openings in the ladder structure between at least some of theposts and some of the rails defining the window openings;

a front end section;

and a rear end section;

said at least one roof section comprising a structural member which isgenerally of inverted channel shape to define a generally horizontalroof portion and two depending cove portions, one on each side of theroof portion;

said at least one roof section being formed at least primarily frominner and outer fiber reinforced sheets containing a core materialtherebetween formed into an integral structure by a resin materialtherein;

said at least one floor section defining a structural member which isgenerally channel shaped to define a generally horizontal floor portionand two generally upstanding wall portions, one on each side of thefloor portion;

at least the floor portion of said at least one floor section beingformed at least primarily from inner and outer fiber reinforced sheetscontaining a core material therebetween formed into an integralstructure by a resin material therein;

a top edge of each wall portion being attached by a respective adhesivestructural connection to a bottom rail of the respective one of the sidewall sections such that structural loads in the vehicle are communicatedbetween said at least one floor section and the side wall sectionsthrough said adhesive structural connections;

a bottom edge of each cove portion being attached by a respectiveadhesive structural connection to a top rail of the respective one ofthe side wall sections such that structural loads in the vehicle arecommunicated between the roof section and the side wall sections throughthe structural connections.

The floor is a 3-D structural shear plate. Along its longitudinal edges,this floor has horizontal metal rails into which the lower profiles ofthe molded side wall portions connect. The floor as an integral elementmay encompass the wheel housings, the rear podium or platform, and thelike, it does not incorporate the side wall portions other than theextrusion along the edges, with these side wall portions being formedindependently and connected to the floor along the rail or extrusion.

This provides that there are no metal frame members formed as part ofthe roof section and floor section which are connected to the side wallsections and the connections are formed by composite to metal joints.Thus the forces are transmitted through this composite to metal joint.

This provides that the roof section is primarily a fibreglass reinforcedplastic and core structure attached to a floor structure of fibreglassreinforced plastic and core through the metal sidewall frame structure.

Thus the roof section is attached to the floor structure of fibreglassreinforced plastic and core at least partially through the metal sidewall frame structure. Note that at either end of the aggregate compositebody there are extruded profiles each in the form of an “H” on its sidethat cap the ends of the body. At the front, the “H” profile demarks theinterface between the cab, which will likely be supplied by a busmanufacturer rather than the manufacturer of the panels, and the bodyand forms the rear post of the entrance door to the cab. The profile isbonded over the end of the body and is bolted to the adjacent windowpost over the front axle. When fully assembled, the cab is bonded intothe leading edge of the “H” profile. At the rear, the rear cap of theengine module is bonded into the trailing edge of the “H” profile. Theseelements are important not only to establishing a rigid connection tothe cab and rear cap assemblies, but also increasing the structuralintegrity and torsional resistance of the tube-shaped body, which wouldotherwise have none

This provides that the structure is in effect defined wholly by theladder like sections and the roof and floor sections with the roof andfloor sections being channel shaped to form a beam. There may of coursebe rear and/or front door structures which are connected to the sidewall sections.

Preferably the floor is substantially wholly connected across thevehicle from the side wall sections along its length so as to transferloads therebetween with no transverse structural members except the “H”sections described above, which also extend across the floor at both thefront and back.

Preferably there is provided a longitudinal stiffening member betweeneach wall portion and a respective side edge of the floor.

Preferably each longitudinal stiffening member comprises a respectiveone of a pair of metal rails adhesively connected on one side to thefloor and on another side to the wall portion.

Preferably there is provided at least one longitudinal stiffening memberin the floor.

Preferably there is provided a window in each of the openings betweenthe posts and wherein the top rail extends along the top of the windowsand the bottom rail extends along the bottom of the windows and arespaced substantially by the height of the windows.

Preferably one side of the vehicle the side wall section includes atleast one door opening as part of ladder structure including a top railcoincident with the top rail of the ladder structure and a bottom beamspaced downwardly from the bottom rail.

The rails along the edge of the floor connect to the vertical postsdefining the door openings in the ladder structure by bolting. This isachieved as follows: the vertical posts which bracket the door openingare extruded rectangular profiles, with a C-shaped component on one ofthe narrow faces. This is similar to the “C” profile on the lintel andsill rails defining the window ladder and functions in the same manner.A cast aluminum gusset is fitted to the end of the floor rail, and thisgusset intersects the door post at a right angle so that gusset seatsover the “C” profile in the door post. A stainless steel, tapped plateis captured by the “C” channel in the door post. Bolts pass through the“foot” of the gusset into the door post, connecting the two elements.

Preferably the ladder structure is formed from frame members which maybe welded together to form the integral structure. This may be aluminumand, while welding aluminum is currently problematic, there are some newtechnologies on the horizon, such as stir welding, that do notcompromise the integrity of the materials adjacent the weld line.Alternatively, the frame may be a stainless steel structure comprised ofa series of formed sections welded together to form posts, lintels,sills, and floor rails. However the frame members may be bolted orcoupled together using a rigid system to ensure that the ladderstructure is able to transfer bending loads along the vehicle.

Preferably each of the roof, floor and wall sections are formed as resininfusions. However other manufacturing techniques may be used and oneimportant aspect is the versatility of this hybrid structure is that itcan be sold “by the foot”.

Preferably the top edge of each wall portion of the floor section isattached to the respective one of the bottom rails of the side wallframe sections by an adhesive joint including a center web of the railwhich is adhesively attached to an end edge of the wall portion andextends across the rail at an angle thereto different from 90 degreesand a flange on the wall portion which is adhesively attached to a sidewall of the rail and a flange on the rail which is adhesively attachedto a side wall of the wall portion with the flanges parallel and offsetto respective sides of the rail.

Preferably the adhesive is arranged such that the adhesive releases itsbond by heating to a release temperature which is less than the glasstransition temperature of the resin and glass matrix which causesbreakdown of the adhesive such that the roof section and/or the floorsection can be separated from the metal rail. The arrangement of theadhesive is however only part of the de-mounting process. The jointcannot be entirely heated from the outside, therefore at least part ofthe adhesive bond line will be intact. The system may therefore use animbedded copper wire mesh in the resin matrix immediately adjacent thejoint bond line that is sufficiently resistant to the flow ofelectricity to produce heat. This acts to radiate into the joint andcause the breakdown of the adhesive as described above. This isparticularly important when addressing the concerns of the greenerelements of the European market.

Preferably each end cap is formed primarily from a metal and compositefabrication including metal frame elements for supporting the wheels. Atleast one of the end caps includes an engine for generating motive forceand a transmission for communicating the motive force to the wheels.Each end cap includes an end wall defining a front or rear closure forthe vehicle and frame elements extending from the end walllongitudinally of the vehicle. The frame elements include elementssupporting the wheels including an inner end frame member extendingtransverse to the vehicle;

According to a second aspect of the invention there is provided avehicle comprising:

a roof defined by at least one roof section;

a floor defined by at least one floor section;

and at least one rail;

at least one section of the roof sections and the floor sections beingformed at least primarily from inner and outer fiber reinforced sheetscontaining a core material therebetween formed into an integralstructure by a resin material therein;

wherein a first edge of said at least one section is attached to said atleast one rail by an adhesive joint including a center web of the railwhich is adhesively attached to an end edge of the section and extendsacross the rail and a flange on the section which is adhesively attachedto a side wall of the rail and a flange on the rail which is adhesivelyattached to a side wall of the section with the flanges parallel andoffset to respective sides of the rail and the center web of the railbeing arranged at an angle to the flange of the rail at an angle greaterthan 90 degrees.

Preferably also a second edge of said at least one section opposite tosaid first edge is attached to a second rail by a second adhesive jointincluding a center web of the second rail which is adhesively attachedto an end edge of the section and extends across the second rail and aflange on the section which is adhesively attached to a side wall of thesecond rail and a flange on the rail which is adhesively attached to aside wall of the section with the flanges parallel and offset torespective sides of the second rail and the center web of the secondrail being arranged at an angle to the flange of the rail at an anglegreater than 90 degrees.

According to a third aspect of the invention there is provided a vehiclecomprising:

a roof defined by at least one roof section;

a floor defined by at least one floor section;

two side wall sections each defining a series of window openings in arow along the side wall section;

a front end section;

and a rear end section;

said at least one floor section defining a structural member which isgenerally channel shaped to define a generally horizontal floor portionand two generally upstanding wall portions, one on each side of thefloor portion;

said floor portion being connected at each side edge thereof to arespective one of the wall portions by a respective rail extendinglongitudinally of said floor section with the floor portion and the wallportion being connected to the respective rail by an adhesive structuralconnection;

said floor portion and wall portions each being formed at leastprimarily from inner and outer fiber reinforced sheets containing a corematerial therebetween formed into an integral structure by a resinmaterial therein;

wherein there is provided at least one longitudinal stiffening memberalong the floor portion;

the floor portion including as integral elements therewith wheel archesfor covering ground wheels of the vehicle so that the wheel archescommunicate loads into the floor portion by the integral connectiontherewith;

each wheel arch having an arched bottom surface facing the wheel, anarched upper surface facing into the vehicle, and an end wall having abottom edge connected to a horizontal portion of the floor portion.

Preferably the wall portions each have an end face portion which isshaped to follow at least a part of the arched upper surface, the endface portion being connected to the arched upper surface.

Preferably the end face portion is bonded to the arched upper surface byan adhesive.

Preferably the vehicle includes a ground wheel, axle and suspensionassembly mounted under the floor section at the wheel arches and whereinthe assembly includes a pair of structural arch members into which loadsfrom the ground wheel and axle are communicated and wherein thestructural arch member is attached to the arched bottom surface tocommunicate loads thereto.

Preferably the structural arch member is bonded to the arched bottomsurface by an adhesive.

According to a fourth aspect of the invention there is provided avehicle comprising:

a roof defined by at least one roof section;

a floor defined by at least one floor section;

two side wall sections each defining a series of window openings in arow along the side wall section;

a front end section;

and a rear end section;

said at least one roof section comprising an integral structural memberwhich is generally of inverted channel shape to define a generallyhorizontal roof portion and two depending cove portions, one on eachside of the roof portion;

said at least one roof section being formed from inner and outer fiberreinforced sheets containing a core material therebetween formed into anintegral structure by a resin material therein;

and two cove stiffening walls each having a bottom edge adhesivelyattached along the vehicle at a position adjacent a bottom edge of arespective one of the depending cove portions and having a top edgeadhesively attached along the vehicle at a position adjacent arespective outer edge of the horizontal roof portion so as to define achannel between the cove stiffening wall and the respective coveportion.

Preferably each side wall section includes a metal top rail attached tothe bottom edge of the respective cove portion and wherein the covestiffening wall is attached along its bottom edge to a flange on themetal top rail.

Preferably the flange on the metal top rail extends inwardly of the sidewall section.

Preferably the cove stiffening wall includes a receptacle channeltherealong for receiving an advertising strip.

Preferably the cove stiffening wall has openings along a bottom edgethereof so as to allow escape of air from the channel so that thechannel can act as an air conditioning transportation duct.

The present proposal provides an arrangement in which the vehicle is notwholly composite but is formed in an arrangement which includescomposite shear planes at required locations together with metal orstructural members which provide structural strength at the requiredlocations. Thus the arrangement provides a hybrid body constructionusing lightweight metal components for the window area, where most ofthe stress is concentrated and composites where the inherentstrength-to-weight ratio is most effective. The body is comprised ofpultruded linear modules which form both the interior and exterior ofthe vehicle. These are the roof and coping, lower side wall and floor,spaced apart at the window line by a ladder structure, which may bewelded aluminium tubes, to form the window structure and openings. Thefront and rear of the vehicle consist of universal end caps with thefront containing the entrance door, operators work station, front axleand steering gear. The rear cap contains the power train, the rear axleand a fuel tank. These are hybrid structures with metal componentsconducting loads to the composite body. The front and rear caps can beadapted to any design, in both looks and motive power using variouspower systems available to suit the needs of the customer. The present,preferred design uses bolted connections between the metal members andbonded connections between the composite elements and the composite andmetal elements. However this may be superseded as new fasteningtechnologies emerge.

The pultruded concept used herein addresses length requirements bysimply cutting the lineals to the required length, bonding the body tubetogether and attaching the standard end caps at each end. The hugetooling expense associated with the multiple mold strategy is avoided.Pultrusion technology provides the opportunity of incorporating a widerange of reinforcement to meet structural demands unique to longervehicles while not carrying the penalty over into shorter more agilevehicles. Currently available exterior and interior finished can beapplied directly to the surfaces of the pultruded structure to provideacceptable appearance.

The composite structure can be formed either by pultrusion or by resininfusion systems in which resin is infused into a structure comprisingthe core and external sheets. In other arrangements both pultrusion andresin forming techniques can be used to form a composite structure.

The front end can feature a simple welded aluminium assembly thatcarries the radius rods positioning the front axle, the suspensionelements, the bumpers and extended at least partially under the bodytube. While this could be aluminum, but it also could be stainless steelor even mild steel, depending on the preference of the OEM. The assemblywill also include molded fiberglass components as well which contributeto the strength of the front and rear end caps, which also contribute tothe torsional resistance of the “tube”. Without the end caps, the tubedoes not have a lot of lateral stability and almost no resistance totorsion. The engine module at the rear is also formed as an aluminiumstructure that supports the drive train, the cooling system, thebatteries, radius rods and drive axle, suspension and fuel tank. Therear axle may have a yolk at the forward end that extends under the bodytube and is attached to the minimal chassis of the front clip of thebody tube to overcome one of the chief obstacles to long term durabilityof composite bodies, that is creep.

In commercialization of the arrangement described herein, the end capsare independent of the body in the sense that they are completely selfcontained. Customers therefore can purchase the body structure includingthe pultrusions and resin structures either in knock down kit form or asa completely assembled body and build their own front and rear end caps.

BRIEF DESCRIPTION OF THE DRAWINGS

One embodiment of the invention will now be described in conjunctionwith the accompanying drawings in which:

FIG. 1 is a side elevational view of a vehicle according to the presentinvention.

FIG. 2 is a side elevational view similar to that of FIG. 1 partlybroken away to show the structure of the metal components.

FIG. 3 is a cross sectional view along the lines 3-3 of FIG. 1.

FIG. 4 is a part cross sectional view taken from that of FIG. 3 on anenlarged scale.

FIG. 5 is a part cross sectional view taken from that of FIG. 3 on afurther enlarged scale showing a connection in the roof.

FIG. 6 is a part cross sectional view taken from that of FIG. 3 on anenlarged scale showing a connection between the roof coving and the toprail of the window frame.

FIG. 7 is a part cross sectional view taken from that of FIG. 3 on anenlarged scale showing a connection between the roof coving and the toprail or lintel of the window frame, showing a connection between thewall section of the floor and the bottom rail or sill of the windowframe.

FIG. 8 is a part cross sectional view taken from that of FIG. 3 on anenlarged scale showing a connection between the roof coving and the toprail of the window frame, with a section of the interior claddingremoved.

FIG. 9 is a part cross sectional view taken from that of FIG. 3 on anenlarged scale showing primarily the floor section including aconnection between the wall portion and the floor portion of the floorsection and the coupling of the seat support rail to the wall portionbelow the window frame. The window frame assembly and connection is notshown in this figure.

FIG. 10 is a part cross sectional view taken from that of FIG. 3 andincluding the mounting of seats to the floor section and the coupling ofthe wall portion to the window frame.

FIG. 11 is a cross section similar to that of FIG. 10 on an enlargedscale.

FIG. 12 is a part cross sectional view taken from that of FIG. 3 showingthe mounting of lighting within a lighting track or chase.

FIG. 13 is an exploded isometric view of a further embodiment of thevehicle.

FIG. 14 is an exploded isometric view of a junction between the centerfloor section and the rear, elevated floor section of the embodiment ofFIG. 13.

FIG. 15 is an exploded isometric view from one side of a junctionbetween the center floor section and the front floor section of theembodiment of FIG. 13.

FIG. 16 is an exploded isometric view from the other side of a junctionbetween the center floor section and the rear floor section of theembodiment of FIG. 13.

FIG. 17 is a transverse cross sectional view of the side section andfloor section of the embodiment of FIG. 13.

FIG. 18 is an isometric view one portion of the vehicle according to thepresent invention including an additional cove reinforcement wall.

In the drawings like characters of reference indicate correspondingparts in the different figures.

DETAILED DESCRIPTION

In FIGS. 1 and 2 is shown in side elevation the vehicle generallyindicated at 10 which includes a rear end cap 11, a front end cap 12, afloor section 13, a side window frame section 14 and a roof section 15.The rear end cap 11 is fabricated primarily from metal to form a metalframe which extends forwardly to a forward end section 15 where the endcap connects to the floor section 13. The rear end cap 11 includes therear axle and ground wheels generally indicated at 16 which are carriedin a suitable suspension system attached to the metal frame of the endcap. The suspension system is not shown but includes links andsuspension elements which hold the axle in place and support the axlerelative to the vehicle for movement over the ground on the groundwheels. Rearwardly of the wheel assembly 16 is provided an engine orelectric drive motor schematically indicated at 17 and a transmission 18which are also carried in the metal frame of the rear end cap. An endsection 19 of the end cap presents a rear end panel facing rearwardly ofthe vehicle. On the rear end panel is mounted the lighting systemsgenerally indicated at 20 and also various access panels and the bumperas is well known. The rear end cap includes a floor panel 21 which israised over the drive components and the axle so that passengers canenter the rear section and reside within the rear section in the end capseated on suitable seating arrangements (not shown).

The front end cap includes an access entry 22 including doors 23allowing passengers to enter on a floor section 24 within the front endcap. A front end panel 25 provides a vertical front section defining afront of the vehicle with suitable lighting systems 26 and the screen27. A driver's console schematically indicated at 28 is provided withinthe end cap in front of the doors 23 and behind the screen 27 so thatthe driver can actuate the vehicle utilizing the various drivecomponents carried in the console which communicate with the drivecomponents in the rear end cap.

The rear end cap 11 terminates at a forward end frame section 29 definedby a vertical post 30 and a horizontal transverse top rail 31.Symmetrically the front end cap 12 terminates at its rear end at a framesection 32 defined by a post 33 and a horizontal rail 34.

The side section 14 as best shown in FIG. 2 is formed from a tophorizontal rail 35, a bottom horizontal rail 36 and a plurality ofvertical posts 37. In the example shown there is provided a doorway 38which forms part of one of the side rails sections 14. Thus in thearrangement shown there is a rear vertical post 39, a front verticalpost 40, the top rail 35, the bottom rail 36 and a second portion of thebottom rail indicated at 36A which is attached to the opposite side ofthe doorway 38 and extends rearwardly from the doorway 38 at a heightslightly above the bottom rail 36. It will be appreciated that on theother side of the vehicle where there is no similar doorway 38, the rail36 extends rearwardly to a post at which the rail 36A is attached andextends rearwardly therefrom. In an alternative arrangement the rail 36may be a common rail extending the full length of the side section 14parallel to and at a constant distance from the top rail 35.

The rail 35 and the rail 36 together with the vertical posts 39, 37 and40 form a rigid integral structure formed from a suitable metal which isgenerally steel. Suitable connection of the posts to the rails can beprovided by welding which provides a rigid structure resistant tobending loads. One objective is to reduce weight, so that the so-calledladder structure is optionally aluminum, with stainless or even mildsteel being a less desirable alternative. The aluminum structure will bebolted; the ferrous structures will be welded. Gussets (not shown) areimportant to the rigidity of the ladder. In an all aluminum ladder withbolted connections, the gussets (at the top and bottom of each post) arehollow sand castings. The top gusset is T-shaped, the bottom is aninverted “T”. In cross section, the vertical bar of the “T” isrectangular. The end of the vertical bar is shaped as a spigot, whichfits into the top or bottom of the post and is bolted or riveted throughthe post. Thus the exposed surfaces of the post and the gusset are flushwith each other. The cross bar of the “T” fits over the bottom or sillrail of the window, which is thus continuous, and bolts to it. The topsurface of the window sill, and the bottom surface of the lintel, has achannel which captures a tapped stainless steel bolting plate so thatthe window posts can be arranged anywhere along the length of either.

The doorway 38 is formed by posts 38A and 38B together with a transversebeam 38C at the bottom so as to complete the rigid structure of theladder structure forming the side frame 14. The posts of the frame andthe rails of the frame can be connected by bolted or other couplingswell known to a person skilled in the art provided the structureprovides the necessary rigidity to accommodate bending loads along thevehicle.

The floor section 13 extends from a forward end 13A to an initialposition 13B just in front of the ground wheels 16. Behind the end 138is provided a further floor section 13C which is at a height higher thanthe floor section 13 to provide the raised section over the axle of thewheel assembly 16 and the transmission 18.

The front end cap 12 further includes a wheel assembly 16A whichincludes a suitable suspension and link system providing attachment ofthe wheel assembly to the front end cap together with the suitablesteering linkages which steer the front wheels for guiding the vehicle.

The front end post 39 is attached to the post 29 of the end cap by asuitable connection so as to provide a rigid connection transferringloads from the side frame 14 to the rear end cap. A further post 39Astands upwardly from the end post 39 and attaches to the end post 29with a transverse rail 398 connecting to the transverse rail 31 of theend cap. Symmetrically the front end post 40 of the side section 14connects to the post 33 and a portion 40A thereof connects to the post32 with a further horizontal rail 40B connecting to the horizontal rail34 of the front end cap. In this way the structure defined by the sideframe sections 14 and the front and end caps form a metal frametransferring loads therebetween. Apart from the doorway 38 the metalframe defined in the side sections extends only between the top rail 35and the bottom rail 36.

The roof 15 includes a roof section 15A and depending coving wall 15B.The roof section extends from a rearward end 15C at the end wall 19 ofthe rear end cap to a forward end 15D at the end wall 25 of the frontend cap 12. Thus the roof section is longer than the floor section sincethe floor section interconnects the floor portion of the end cap whereasthe roof sections extends substantially along the full length of thevehicle.

Turning now to the cross section shown in FIG. 3, the roof section 15includes the generally horizontal roof portion 15A together with twodepending coving walls 15B on each side extending downwardly to the toprail 35 of the side frame sections 14. Thus the roof section formsgenerally a channel shape with the generally horizontal but slightlyarched roof section 15A together with the depending coving walls 15Bwhich provide structural strength to the channel.

Symmetrically the floor section 13 includes a horizontal floor portion43 together with upstanding side wall portions 44 which extend from thefloor portion 43 upwardly to the bottom rail 36 of the side frames 14.Thus again the integrally formed floor section 13 defined by the floorportion 43 and the side walls 44 forms a channel member which againprovides structural shape due to the channel shape.

In general, therefore, the structural strength for the length of thevehicle is provided by the channel shape roof section 15, thechannel-shaped floor section 13 and the metal side frames 14 which areformed in ladder shape thus holding the top rail 35 and the bottom rail36 in fixed spaced position thus accommodating potential shearing loadsextending horizontally between the top edge of the floor section and thebottom edge of the roof section.

The floor section 13 and the roof section 15 can be formed by pultrudedelements or by resin infused sections or a combination of both. Thus thestructure defines an inner skin or sheet defined by a fiber reinforcedresin material, an outer sheet or skin again formed by a resinreinforced by fibers together with an intermediate core material. Suchstructures are of course well known and well known to provide suitablestrength for vehicles of this type.

In the example shown, the floor section 43 is preferably formed as aresin infused system where the panels are defined by the upper and lowersheets indicated at 43A and 438 and a core 43C is defined therebetween.This structure can be manufactured so as to be self supporting withoutthe necessity for the metal frame.

Preferably the remaining components from the structure are formed frompultruded panels where the raw materials are formed onto a core pieceand pultruded in continuous manner through a pultrusion die so as to setthe shape of the fiber reinforced resin sheets on the inside and outsidesurfaces of the core. Alternatively the core may be formed by filling ahollow pultrusion after it is formed. Alternately pultruded sheets canbe bonded over a moulded core, encapsulating it.

Turning now to FIG. 4, the structure of the roof section 15 is made moreclear extending from the rail 35 through the coving wall 15B and intothe roof portion 15A. This structure is formed in three pieces includinga central panel 46, a first side panel 47 and a third side panel 48which is not visible in FIG. 4 but is symmetrical to the side panel 47.In the embodiment shown all of these panels are formed from a pultrusionprocess to define an outer sheet 49 and an inner sheet 50 filled betweenthe sheets with a core 51. The central panel 46 is slightly arched shapeand extends from an edge piece 52 across a central section of the roofto an opposed end piece 52 symmetrical to the piece 52 visible in FIG.4. The panel 47 extends from an end piece 53 at the roof to an end piece54 which attaches to the rail 35. The panel 47 includes an inner piece55 which follows the curvature of the panel 46 outwardly to a corner 56where the panel curves sharply downwardly to a section 57, which may ormay not be arched, depending on the design of the bus side wall, whichextends downwardly to the edge piece 54.

Turning now to FIG. 5, the structure of the end pieces 52 and 53 andtheir connection is shown in more detail. Thus the end piece 52 includesa top wall 49A which continues from the end of the core as indicated at50A through a section 56 which may or may not be hollow to a flangepiece 57 which projects beyond an end wall 58 of the hollow. The bottomwall 50 is recessed at 60 to define a bottom wall piece 61 parallel tothe top wall piece 52 and defining a bottom of the section 56. Thus thesection is defined by a transverse wall 62 closing off the end of thecore 51, the top wall 52, the bottom wall 61 and the inclined end wall58.

The end portion 53 of the coving panel is defined by a transverse wall63, an inclined end wall 64 and a top wall 65 and a slightly recessedbottom wall 66 all symmetrical to the end of the panel 46 with theexception that the panel 46 includes the projecting flange portion 57.These elements are connected by a metal connecting member 68 which has abottom wall 69 and a flange 70 extending upwardly and outwardlytherefrom at an angle to lie between the end walls 58 and 64.

It will be appreciated that the panels extend along the full length ofthe roof section and also the connecting member 68 also extends alongthe full length to form an integral structure defined solely by thecomposite panels 46 and 47, the symmetrical left hand composite panel 48and the two connecting members 68 and the symmetrically opposite one onthe left hand side of the vehicle which is not shown in FIG. 4 or 5. Theconnector 68 is formed from a suitable metal which is preferably eitheraluminium or steel which provides the connection between the panels. Itwill be appreciated that the formation of a single structure to span thefull width may be difficult without the provision of complicated moldssince pultrusion machines generally are insufficient width tomanufacture a product of this size. Thus the rails or connecting members68 provide the necessary connection. The connection is provided by anupper surface 71 of the connecting member which is adhesively fastenedto the bottom surface of the wall 61 of the panel 46 and to the wall 66of the panel 47. The flange 70 is symmetrically adhesively fastened tothe outside surface of the inclined wall 58 and to the outside surfaceof the inclined wall 64. Thus the connecting member is adhesivelyfastened to both elements and loads are transferred between theseelements by the plate 69 of the connecting member and also the flange70. The flange portion 57 which forms an extension of the top sheet 52to an outside edge 57A extends over the top surface of the wall 65 ofthe end portion of the panel 47 and is fastened thereto also byadhesive. This flange thus forms a water shedding flange so that waterfrom the roof is carried from the edge 57A and can be discarded to thetop surface of the panel 47 to run over the panel 47 to the drip channelattached to the top rail 35. The portions 52 and 53 of the panels can behollow since they are reinforced by the presence of the connectingmember 68 so that it is not essential to provide a core 51 at thislocation.

A one-piece, resin-infused roof (not shown) may be superior to asectional roof as depicted in FIG. 5 and may be used.

Turning now to FIG. 6, there is shown the connection of the end portion54 of the panel 47 to the top rail 35 of the side frame section. Notethat in this illustration, the drip rail has been omitted. Thus the toprail 35 includes a hollow tubular portion 72, where there is no corecontemplated or required in the hollow sections, which is attached tothe posts 37 of the side frame section 14. The hollow tubular portion 72provides primarily the structural strength of the top rail 35. Inaddition the top rail 35 includes an upstanding flange 73 which is anextension of the side wall 74 of the tubular portion at the outsidesurface of the vehicle. The flange 73 thus stands upwardly along theoutside and receives the outside portion 74 of the outside skin 49 ofthe panel 47. The portion 54 thus includes the outside wall 74, an endwall 75, an inside wall 76 and a transverse connecting wall 77 at theend of the core 51. Similarly the inside wall 76 is slightly recessed asat 78 from the inside skin 50. The end wall 75 and the outside wall 74of the portion 54 are adhesively attached respectively to the top wall79 of the tubular portion of the rail 35 and to the flange 73 byadhesive. The inside wall 76 is held in place by an additional flangeelement 80 which extends parallel to the wall 73 and is held at a fixedposition spaced from that wall so as to receive the end of the panel 47.However, rather than the flange portion 80 being formed integrally withthe upper rail 35, it is instead formed as a separate piece whichextends to the tubular hollow portion 74 and is attached thereto bybolts 81 which extend through a lower part of the flange 80 and into awall 82 of the hollow tubular portion 72. At the bottom of the flangeportion 80 is provided an integrally formed inwardly extending flange 83which forms a structural member for the interior of the vehicle to whichsuitable internal components of the vehicle can be attached as is wellknown to one skilled in the art. The inside surface of the flange 80 isadhesively attached to the outside surface of the wall 76. In this waythe end portion 54 of the panel 47 is held in fixed position in what isin effect a fabricated channel at the rail 35 thus transferring forcestherebetween.

The only structural connection between the roof section and the rail 35is provided at the junction between the edge portion 54 and the railitself. There are no metal elements which transfer loads from the metaltop rail 35 into the roof section. The roof section itself is thusprimarily a composite element and the loads between these two elementsare provided only at the edge piece without a frame at the inside of theroof section or other metal elements which provide connection of loadsinto the roof section except at either end of the body “tube”.

Turning now to the floor section which includes the floor panel 43 andthe upstanding side wall portions 44, it will be noted from FIG. 3 thatthe floor panel is formed in three sections including a center section84, two side sections 85 and the upstanding side walls 44. There is aconnection member 86 at the side edges of the center panel 84 whichconnect to the side panels 85. Similarly there is a connection portion87 which is located at the junction between the floor panel and theupstanding side walls 44. At the top edge of each side wall 44 isprovided a connecting portion 88 which connects to the bottom rail 36.

Turning now to FIGS. 7 and 8, the connection between the portion 88 andthe bottom rail 36 is shown in more detail. Thus as best shown in FIG.8, the portion 88 at the top of the wall 44 is again a hollow sectiondefined by an outside wall 89, an end wall 90, an inside wall 91 and atransverse connecting wall 92. The bottom rail 36, symmetrically to thetop rail 35 includes a hollow tubular portion 93 with a depending flange94 at the outside wall 95 of the tubular portion 93. The end portion 88of the wall 44 is adhesively attached to the channel rail 36 by adhesivebetween the outside wall 89 and the flange 94 and by adhesive betweenthe end wall 90 and transverse wall 96 of the tubular portion 93.

Again symmetrically relative to the top rail 35, there is provided aflange piece 97 which is attached by bolts 98 to the tubular portion 93and that flange piece extends downwardly on the inside wall 91 of theend wall 88 and is adhesively attached thereto. Attached to the tubularportion 93 is the bottom end of the vertical posts 37. Thus it will benoted that the top rails 35 and the bottom rail 36 together with thepost 37 define rectangular openings for window sections to be insertedtherein. The window sections of course provide further structuralstrength since the glass is contained within these rectangular openingsand thus forms also a structural member.

Bonded windows, which are at present not allowed in North America, butare slowly coming into acceptance as European vehicle manufacturers makein-roads into the NA market. To get around the service and replacementproblems inherent in bonded windows, the windows (known as lites in thetrade) can be bonded to an aluminum frame, which is mechanicallyconnected to the window posts. If the window is damaged and requiresreplacement, the frame can be removed and a replacement frame, completewith lite, can be inserted. The damaged window is sent back to the shop,the damaged lite is cut out and replaced, and the window put back intomaintenance stock awaiting the next incident. In the presentarrangement, a new window structure can act as a shear plane, withoutthe service hassle of removing multiple fasteners to replace the window.Only certain windows are mechanically connected to the window jambs insuch a way as to carry shear loads. These are located over the frontground wheels, the rear deck (behind the passenger exit door), andimmediately forward of the passenger exit. The balance of the windowswill be emergency exit type, as required by law and therefore notcapable of carrying any load.

As shown in FIG. 7, this window opening is supplemented by a window sillmember 99 which includes an upwardly and outwardly inclined portion 100extending through the opening defined by the bottom rail 36 and theposts 37 to cover the lower sill of the window frame assembly, whichincludes in some cases a latching mechanism, as a decorative finish andalso to prevent passenger contact with the latching mechanism. Surface100 is angled to discourage graffiti and also make it difficult restone's elbow or stand on the sill. A depending cover portion 101 extendsfrom the sill downwardly to a position beneath the flange 97 and isfastened to the end portion 88 of the wall 44 by screw fastener 102.Thus the sill portion covers the inside surface of the bottom rail 36 toprovide an attractive appearance. A further decorative panel 103 isfastened to the bottom of the depending portion 101 at a connectingjoint 104. The decorative panel 103 rotates to an angle of 105 degrees,at which point it can be removed for service.

Turning now to FIG. 10 the panels 84 and 85 are formed by resin infusionfrom the inner sheet 104 and the outer sheet 105 with a honeycomb orbalsa core 106 therebetween. The core extends into end pieces 107 and108 which are fastened to the connecting members 86 and 87. Thus theconnecting member 86 forms a H-shaped channel member defining twohorizontally facing receiving channels 108 and 109 each for receiving anedge piece of the respective panel 84, 85. Thus each panel has a portionat the end which is slightly reduced in thickness by shaping of the coreso that the piece is received within the channel 108 109 and isadhesively attached thereto. Symmetrically the end piece 108 of thepanel 85 is inserted into a similar channel 110 of the connecting member87.

Thus the floor is formed from the separate sections of the resin infusedpanels which are connected edge to edge within the channels of theconnecting members. There is no frame extending across the floor thereis no frame extending longitudinally of the floor. The floor is formedprimarily from the panels themselves. It is possible that the whole withthe floor can be formed as a single panel without the necessity for theconnecting pieces 86 if the equipment is available to manufacture afloor of the required width. However more simply the floor can be formedin separate panels which are connected for edge to edge for simplicityof construction. The floor can be formed alternately as a resininfusion, in one piece, as per FIG. 17, in which case the element 86disappears, replaced by pultruded square tubes embedded in the resininfused sandwich, A resin infused uni-floor is more advantageous than apultruded floor and cheaper too.

The connecting member 87 comprises a hollow tubular center portion 111together with the channel 110 facing horizontally receiving the floorand a channel 112 for receiving the bottom edge 113 of the panel 44. Thehollow tubular portion is shaped to support the channels 110 and 112 atthe required angle so that the floor panels are horizontal and so thatthe bottom edge portion of the side wall panel 44 is inclined upwardlyand slightly outwardly from the connecting member 87.

It will be noted therefore that the channel or connecting member 87 isrecessed slightly inwardly from a vertical line depending downwardlyfrom the bottom rail 36. Thus the connecting member 87 and its outsidewall 114 is spaced inwardly from what is in effect the side of thevehicle by a distance of a few inches thus recessing this area out ofcontact with elements which would impact the side of the vehicle. Acovering panel 115 is provided which is fastened to the outside surfaceof the side wall panel 44 at a coupling 116 so that the panel 115extends downwardly to provide a protective and aesthetic covering forthe bottom portion panel 44. The decorative panel 115 is fastenedunderneath the coupling member 87 at a bolt 117 which fastens ahorizontal portion 118 of the flange to the underside of the connectingmember 87.

As best shown in FIG. 9, the connecting member 87 defines the channel112 to include an outer wall 119 and an inner wall 120. The inner wall120 forms part of a fastening piece 121 which is separate from theconnecting member 87 and is fastened thereto by bolts 122 extending intothe tubular hollow portion of the connecting member 87. Thus the portion121 includes the wall 120 and a channel 123 forming a fastening elementon the inside face of the wall 120. Further the member 121 forms ahorizontal flange 125 which fastens over the top wall of the end portion108 of the panel 85.

Thus in FIG. 10 it will be noted that the connecting member 87 is anintegral structure forming both the channels and forming the mountingrail 123 whereas in FIG. 9 the structure is manufactured from separatepieces. The manufacture of the structure of separate pieces allows themounting of the end of the panel into the channel by firstly placing itagainst the end wall and the side flange at the outer side and then bybolting the extra piece 121 into place so as to clamp the end portion ofthe panel in place within its channel. This arrangement therefore makesassembly more simple and allows a smaller tolerance outside the endportion of the panel since it can be placed into the channel and thechannel closed around it rather than requiring it to be slid into thechannel. With respect to rails 35, 36, and 87 that are assembled usingseparate pieces, there are a number of reasons for this. Firstly thereis an electrical resistance mesh in the composite material immediatelyadjacent the joint. This is an electrical resistance mesh, which can beenergized to create thermal energy, which is conducted towards thealuminum (being a heat sink) through the adhesive, causing it to reachits glass transition temperature and separate. This facilitatesdisassembly which is a critical selling point in the EU where the“Greens” have legislation in place that effectively bans bondedcomposite vehicle structures because they cannot be easily disassembledfor recycling or disposal. Secondly the U-shaped channel is not adhesivefriendly as it is difficult to apply the adhesive in the channel andwhen inserting the end of the panel 44 into the channel, the adhesive iswiped off the side walls of the channel and pushed to the bottom,creating a weak joint. As can be seen in FIG. 17, the joints do notfeature a “U” channel, and are more friendly to both adhesive andproduction procedures. Thirdly the tolerance angle is a good one.

Thus the side wall portion 44 extends from the bottom rail 36 to thecoupling 87. Thus the floor section defined by the floor panel and theupstanding side wall portions 44 is primarily formed from a compositematerial with the only structural members being formed by thelongitudinal coupling elements 86 and 87 which extend along the lengthof the floor panels.

Thus there is no frame which supports the floor and there is no framewhich couples the floor section to the side rails 36. The onlyconnection from the floor section to the side rail 36 is provided by thecoupling of the edge piece of the wall portion 44 which extends into thechannel of the side rail 36. There is no metallic connection and nometal elements which provide reinforcement or support for the floorsection relative to the side rail 36.

Turning now to FIGS. 10 and 11, there is shown the support structure fora seat generally indicated at 126. The seat support comprises ahorizontal rail 127 and an inclined brace 128. The seat structure iscantilevered from the side wall portion of the floor section andparticularly between the side wall panel 44 and the coupling member 87.The seat structure supported by the horizontal member 127 and the brace128 thus applies loading from the horizontal member 127 at a supportbracket generally indicated at 129 which generates compression forcesdownwardly relative to the wall panel 44 and tensile forces horizontallyaway from the wall panel. The brace 128 applies compression loadingdownwardly onto the rail 123 through a bracket generally indicated at130 where compression loading is vertically downwardly at the bracket130 and also horizontally toward the wall panel 44 and the couplingmember 87. The bracket 130 comprises a bottom bracket portion 131 whichfastens to the rail 123 by threaded fasteners 132. The bracket 131provides a flange 134 which attaches to a lower end portion 135 of thebrace 128. The bracket portion 131 provides a support flange 136 for aclosure wall 137 which extends from the flange 136 upwardly along theinside surface of the wall panel 44 to a flange coupling 138 at thebracket 129 of the rail 127. The wall 137 defines with the insidesurface of the panel 144 a hollow area for receipt of vehicle componentsuch as heating or cooling systems. The bracket 129 includes a rail 139which extends along the side of the vehicle along the inside of thepanel 44 at the height of the rail 127 of the seat. The bracket 129fastens by screws 140 to the rail 139. The rail 139 defines the flange138 and also a receptacle 141 at the top for another covering panel 142.Panel 142 is the lower end of panel 103 in FIG. 7. The rail 139 isfastened to the panel 44 at a fastening portion 143 of the panel 44. Thefastening portion 143 is integrally formed with the panel 44 duringmanufacture and includes a mounting plate 144 which receives screws 145from the rail 139. The mounting plate 144 is formed within the panelduring the manufacturing process. The plate 144 butts against the insidesheet 146 of the panel 44 at the mounting arrangement 143. Side walls147 and 145 extend through the thickness of the panel 44 and thusconnect from the inside wall 146 of the panel 44 to the outside wall150. These walls 145 and 147 contain fibers which are wrapped around theplate 144 and bridge between the inside sheet 146 and the outside sheet150 so as to transfer loads between the inside sheet 146 and the outsidesheet 150 and transfer those loads from the plate 144 to the outsidesheet 150. In this way the plate 144 is prevented from being pulled awayfrom the structure and de-laminating the panel by the wrapped fiberswhich extend around the plate, through the wall 148, along the outsidesheet 150 and back through the wall 147. These fibers prevent thedelamination and transfer the loads from the rail 127 of the chair intothe whole of the wall panel 44.

The compression loads at the bottom of the brace are transferred intothe floor section at the coupling member 87 so that those loads aretransferred both into the floor panels and the side wall panel 44.Horizontal, tensile forces extending outwardly of the floor sectionapplied to the floor section by the braces 128 at spaced positions alongthe length of the floor section are accommodated in the floor section bythe floor section pulling inwardly at the coupling members 87 on eachside of the vehicle.

As an alternative to the plate 144 and the wrapped fibers at the walls147 and 148, it is possible to replace this structure by an insertmember which is attached on the inside surface of the panel 44 and isbonded to the inside surface of the inner sheet 146 and to the insidesurface of the outside sheet 150. Such a structure can be preformed forexample as a H-shaped member which thus provides a plate at the insidesurface for receiving the screws 144 and a plate at the outer surfacefor transferring the loads through a flange between those plates fromthe inside surface to the outside surface.

Turning now to FIGS. 3 and 12 there is shown in coving section 15B ofthe roof section 15 a channel 180 which is provided for supportinglighting fixtures 181. This channel 180 is formed as an integralstructure with the panel and includes side walls 182 and 183 togetherwith a base wall 184 which is recessed inwardly from the inside wall 50of the panel structure. The receptacle 180 is hollow and thus free fromthe core material 51. At the inside wall 84 of the receptacle isprovided a base sheet 186 within which is embedded a pair of conductors187 and 188 which extend along the full length of the channel 180. Thusthese elements are formed in the initial formation of the pultrudedstructure so that the sheet 186 together with the conductors are laidinto the structure and pultruded with the structure. A covering wall 189encloses the embedded conductors 187 and 188. Thus these conductors arecontained within the structure but are accessible by penetrating screws190 and 191 which can be penetrated into the structure through the wall189 and into the respective conductors as required along the length ofthe receptacle. In this way each light fitting 181 of the vehicle on theexterior wall is located through a hole 192 formed in the outside wall49 so that the light fitting can be inserted into the hollow interior ofthe receptacle 180 and leads 193 and 194 from the light fittingconnected by electrical connectors 195 and 196 to the screws 190 and 191respectively which penetrate into the conductors for receiving a voltagethereacross. In this way each light fitting 181 is tapped into theconductors and can be located at a required position along the length ofthe vehicle. These light fittings thus provide exterior lighting such asindicator lighting and peripheral lighting for the vehicle.

Also shown in FIG. 9 is a coating layer 210 of an intumescent paintmaterial. The coating 210 is applied over the whole of the bottomsurface of the floor section 13 and the coupling rail 87. Intumescentcoatings of this type are known and have the characteristics that theyexpand on application of heat thereto. The coating thus expands in theevent of a fire or other application of heat to the floor so as toprovide a thick insulating layer thus reducing the possibility of heatpenetration.

In addition with the floor formed wholly from the composite materialdefined by the inner sheet 104 and the outer sheet 105 with the corematerial 106 therebetween. The floor is free from frame members whichcan be damaged on heat. Thus manufacturing such a floor without framesupport and with the intumescent coating allows the floor to accommodateextended application of heat such as in a fire to allow passengers toescape without the floor becoming damaged, sagging or breaking duringthe heat application. This arrangement may therefore allow the structureto satisfy the desirable standard to meet to prevent fire damage topassengers.

Turning again to FIG. 7, the structure connecting the edges of thepanels to the metal rails of the sidewalls is provided by an adhesiveconnection of the edge piece of the panel into a channel of therespective side rail. In the embodiment shown there is added heatingelements indicated at 230 which are embedded in the edges of the panelduring manufacture. These heating elements can be used to disassemblethe structure of the vehicle when required. The disassembly is effectedby application of heating current to the heating elements 230 within theend walls of the panel. These heating elements act to melt or soften thethermoplastic adhesive commonly used to attach the end of the panel intoits receiving channel. When the adhesive is sufficiently softened, theflange 97 can be removed by unbolting allowing the remainder of the edgeof the panel to be pulled away from its adjacent surfaces. In this waythe metal components can be separated from the composite components forpurposes of repair or for purposes of disassembly when the vehicle is nolonger required. Other heating arrangements can be provided which allowthe adhesive to be heated sufficiently to release its adhesive effect.

In FIG. 13 is shown a modified embodiment which utilizes the conceptsdescribed above in relation to the previous embodiment in that itutilizes two end caps 211 and 212 together with a floor construction 213and side frames 214 with the roof construction 215 to form a vehicle210. The side frame 214 on the curb side of the vehicle includes doors222 and 238 substantially as previously described. The frame on thesecond side is not shown but will be absent the doors in most casessince there is no exit on the street side of the vehicle. The vehiclefurther includes a rear suspension wheel assembly 216 which is connectedthrough a transmission 218 to an engine 217. At the forward end there isa driver console 228 which allows the driver to see through a frontscreen 227 in the front cap 212. A front suspension 220 is mounted atthe front end behind the driver's console.

In this embodiment the floor construction 213 is formed in threeseparate sections 230, 231 and 232. These are configured to form a lowfloor bus in that the floor section 230 and 231 is at a low height asclose to the ground as possible with the rear section 232 being elevatedat a step 233 so as to allow clearance under the rear section 232 forthe engine and transmission. At the rearmost end a further step up isindicated at 234 which provides clearance for elevated portions of theengine just in front of the rear cap 211.

In this embodiment the side wall portions 235, 236 and 237 are shown asseparate elements which are separate from the floor section. However theconstruction is substantially similar to that as previously described sothat the whole construction can be assembled so that the side portions235 and 236 engage into the edges of the floor sections using the railsindicated at 237 and 238 which are similar to those previouslydescribed.

The piece 237 at the top of the side wall portion 236 is a filler piecewhich is attached onto the top of the portion 236 to fill the spacebetween the portion 236 and the bottom rail 237 of the rear portion ofthe side frame 214. This portion 237 is optional since the rail 237 maybe arranged at the same height as the rail 239 at the forward part ofthe side frame 214. In the alternative the portion 237 can be formedintegrally with the portion 236.

In this embodiment all of the panels defining the floor sections and theside wall sections together with the roof sections are formed as resininfusion panels. Resin infusion systems are previously known and utilizea system in which a first sheet of a fibre reinforced material is laidonto a support surface following which a core material is applied on topof the sheet and a second sheet is applied on top of the core. Resin isthen drawn through the composite structure by applying a vacuum at onelocation to the structure and allowing the entry of resin into anotherlocation on the structure. The vacuum pulled is sufficient to extractair from the system and simultaneously to draw the resin into thesystem. The resin is thus pulled throughout the whole structure andinfuses the whole structure allowing the resin to effect an integrationof the core and the top and bottom sheets to form the composite member.In many cases in a complex structure of the type generally shown, anumber of vacuum extraction points can be provided and a number of resinintroduction points are provided. The core can be shaped to providerequired changes in thickness. Additional members can be inserted intothe structure such as tubes and other elements which extend wholly alongthe length of the structure or are inserted as individual elementswithin the structure at required locations.

The rear section 232 of the floor is formed as an integral memberextending from the rear cap 211 forwardly to the riser 233 and acrossthe width of the structure. This element is formed by resin infusion asan integral structure including the down-turned step 233 and includingwheel arches 240 and 241 and including the raised rear section 234.These elements are formed onto the floor panel itself which is indicatedat 242. In addition a step is formed as indicated at 243 between theraised upstanding section 233 and the floor panel 242 as a cut outelement which allows the passengers to step onto a surface 243 betweenside walls 244 before stepping onto the floor surface 242. Steps of thisnature are of course well known but in this case the structure is formedas an integral member including all of these elements. In this way thefloor structure provides a sealed surface across the width of thevehicle and along the length of the vehicle thus reducing thepossibility for penetration of moisture. The riser 233 acts as a majortransverse brace, stiffening the side walls around the door opening. Therear rise 234 similarly provides transverse bracing

In particular the wheel arches 240 and 241 are formed as an integralelement with the panel 242. Thus the wheel arches include an archedsection 246 and an end wall 247. The arch section 246 has a bottomsurface facing downwardly toward the wheels and a top surface facinginwardly into the vehicle. The end wall 247 closes the inner end of thearch section 246 and is attached to the floor 242 and its bottom edge.This element is formed so that the sheets of the resin infusionstructure extend from the floor panel 242 into the additional elementswhich are out of the plane of the panel 242 and to hold the corematerial therebetween so that the core material is common between theseelements.

The center section 231 of the floor is similarly formed as an integralstructure but in this case it is substantially flat and planar withoutany of the complexities of the additional upstanding or dependingelements of the rear section. The center section 231 is reinforced bylongitudinally extending tubes 250 and 251 which are located within theinterior of the resin infused structure between the sheets. Thisconstruction is shown in more detail in FIG. 17 where the top sheet isindicated at 253, the bottom sheet is indicated at 254 and the core isindicated at 255. In this embodiment a tubular member 256 is insertedbetween the sheets and replaces the core at that location. The tubularmember has sufficient longitudinal strength to take up compression loadsalong the length of the floor section so as to transfer compressionalong the floor. It will be appreciated that in vehicles of this typelongitudinal compression and tension forces in the floor are common dueto acceleration and deceleration of the vehicle. In the absence of suchlongitudinal members, composite floor structures of this type havedifficulty in accommodating the compression forces along the floor. Thetubular members 256 are preferably formed as fibre reinforced pultrudedmembers but other structures can also be included. The members are ofcourse attached to the core and to the sheets by the infusion of theresin which acts as an adhesive to integrate the structure. The bottomlayer of reinforcement is laid on the mould. Core is laid out on thereinforcement, leaving spaces between the pre-cut panels for the tubes.The top layer of reinforcement is laid over the core and pressed downinto the spaces provided between the core for the tubes, creating aglass-lined channel. The tubes are placed in the channel. A strip ofreinforcement extending at least 4″ to either side of the tubes isplaced over the tubes, thus joining the top layer of reinforcement whereit is interrupted by the tubes. The whole assembly is then infused withresins,

The front driver's section 230 of the floor includes wheel arch members257 and 258 which are integrally formed with a platform portion 259 in asimilar manner to that of the rear section. A driver's plinth 260 isalso formed as part of the structure which stands upwardly from thefloor panel 259. The wheel arches 257 and 258 are the same generalconstruction as the rear wheel arches but are elevated to a higher levelsince the floor panel 259 is at a lower height than the floor panels242.

Both the front floor section and the middle floor section include acut-out opening 261 at a position adjacent the door. These openings areoptional but when present provide a location for a motorized ramp toassist the egress of persons using mobility aids or other structurenecessary at the doorway as is well known to a person skilled in theart. In some cases this area receives an incline section assisting thepassenger entry.

The opening 261 is surrounded by a frame 262 at the bottom of thedoorway 222 and 238 respectively. The frame 262 provides rails and across member 263 which connect the bottom of the posts so as to form theladder structure defining the side panel into a rigid structure able toaccommodate bending loads. Thus this structure is rigid across the toprail and rigid across the bottom as defined by the bottom rail at thebottom of the windows and the frame at the bottom of the doorway.Bending of the vehicle about axes across the vehicle is thus resisted bythese rigid members forming the side frames.

The side panels 235 and 236 each include an edge portion 264 whichfollows the contour of the outside surface of the arch section of thewheel arches. These edge portions 264 thus sit on the wheel arch at theoutside surface and are adhesively attached to those wheel arches tointegrate the structure of the side walls relative to the floor. Thisconstruction is shown in more detail in FIG. 15. Thus in FIG. 15 isshown the side panel 235 which includes a forward edge 264. This forwardedge includes a generally upstanding portion 265 and a generallyhorizontal portion 266 which follow the shape of the wheel arch 257. Thewheel arch is shaped with a side cut out portion 267 defining a shoulder268 which faces the inside surface of the side panel 235. The edgeportion 264 sits on the inclined arch section 269 of the wheel arch andextends across the surface 267 against the shoulder 268 at thehorizontal portion 266. These surfaces are then bonded together by asuitable adhesive thus assisting in connecting the side wall to thefloor at the wheel arches. The fact that the wheel is integral with thefloor panel prevents the penetration of moisture through the flooraround the wheel arch. The connection of the side panel 235 to theoutside surface of the wheel arch provides an effective connection atthat location to transfer loads originating from the suspension passinginto the wheel arch and from the wheel arch into the side walls.

In FIG. 13, a front suspension member is indicated at 220 which includesan axle 270 and support frame 271 for the axle. The support frame 271includes two arch members 272 and 273 which stand upwardly above theaxle. Between the top member of the arch and the axle is provided asuspension element 274 of a conventional nature. Thus the axle issupported in this frame structure underneath the arch members 272 and273 with the wheels 275 and 276 attached conventionally at the end ofthe axle. The frame 271 includes a front cross member 276 and a rearcross member 277. The arch members 272 and 273 are shaped to match theunderside of the wheel arches 257 and 258. Ideally, to simplify theweldment, the interfacing surfaces of the wheel arches can be formed tomatch the arch members 272 and 273. Thus each includes a generallyupstanding section and a transverse section generally matching the shapeshown in FIG. 15. Thus the outside surface of the arch members 272 and273 abuts the under surface of the wheel arches. This allows thesemembers to be attached to the wheel arches to transmit load fromsuspension into the body structure through those wheel arches. The wheelarches themselves are part of the floor structure and are connected tothe side walls as previously described so that the load from thesuspension can be applied into the body at least partly through thisinterconnection with the wheel arch.

The rear element 277 numbered as 285 in FIG. 15 shows element 277connected to the floor. This is the rear element of the suspensionassembly and connects directly to the stiffening beam 280, at theleading edge of the floor assembly.

A similar mounting arrangement can be provided between the rear assembly216 and the wheel arches 246. However in this area additionalconnections are required so as to connect the engine and transmissioninto the vehicle to provide structural support for the engine andtransmission relative to the body. These elements are not shown as theyare of a conventional nature and well known to one skilled in the art.

Turning now to FIG. 15, there is shown the connection between theforward end of the center floor section 231 and the rear end of thefront floor section 230. At this connection there is provided atransverse stiffening beam 280 which is mounted in the floor structurebetween the top sheet 253 and the bottom sheet 254. This transversestiffening beam is located in a recessed portion of the core 255 so thata front edge 281 of the core butts against the rear edge of thestiffening member 280. The front edge of the stiffening member 280 islocated at the front edge 282 of the sheets. This stiffening membercooperates with a similar stiffening member 285 which is provided at therear edge of the front floor section 230. This stiffening member isactually part of the suspension. The front floor sits on it and isbonded to it. These stiffening members are held together by insertedbolts 286 and by pegs 287 in which it engage into recesses 288. Thus atthe connection between the floor sections there is a transversestiffening member and which also allows effective connection of loadslongitudinally between the floor sections. The transverse stiffeningmembers 280 and 285 are attached into the floor structure as an integralmember so that they are resistant to being pulled out of the floorstructure by loads longitudinally of the floor structure.

In FIG. 16 is shown the connection between the rear end of the centerfloor section 231 and the bottom of the riser 233 of the rear floorsection. Thus at the bottom of the rear floor section is provided a rail290 into which is inserted a bottom edge of the step portion 233 in achannel portion 291 of that rail. The rail is shaped to form a channelsection 292 facing forwardly for receiving the rear edge 293 of thefloor section 231. Again bolts 295 and pegs 296 can be provided toengage into cooperating elements in the rail 290.

In FIG. 17 is shown an alternative joint connection to replace thechannel type joint connections previously described. Thus in thisembodiment the wall section 235 of the floor section engages into a rail300 at the junction between the wall section and the floor panel andengages into a rail 301 at the bottom of the side frame 214. In thisembodiment the wall portion 235 includes a flange 303 at its bottom endand a flange 304 at its upper end. These flanges are arrangedlongitudinally along the full length of the wall section 235. Thus theflange 303 is arranged on the outside surface 305 of the panel 235 andforms an extension of the outer skin. The flange 304 is formed on theinside surface 306 of the panel 235 and forms an extension of the innerskin. The rail 300 includes a web 307 and an interior flange 308.Symmetrically the rail 301 includes a web 309 and an exterior flange310. In this way in effect each of the rails 300 and 301 forms aZ-shaped connection with the corresponding edge of the panel 235. Thewebs 307 and 309 are inclined at an angle different from 90° andextending so that the flanges 303 and 308 at the rail 300 are spacedapart in a direction parallel to the flanges. In this way the bottomedge of the panel 235 can be brought to the upper edge of the rail 300and moved inwardly toward the interior of the vehicle thus acting ineffect simultaneously to bring the flange 303 against the outsidesurface of the rail 300 and to bring the inside surface of the panelinto engagement with the outside surface of the flange 308 and inaddition to bring the edge surface of the panel into engagement with theweb 307 of the rail 300. As these engagements are effected by an inwardmovement, adhesive located between these surfaces can be simultaneouslycompressed without the necessity for any sliding action such as mayoccur when an edge portion is inserted into a channel. In this way thereis less necessity to provide accurate tolerances since there is areduced tendency for adhesive to be wiped or swept away from thesurfaces. Any additional adhesive is merely compressed and squeezed out.Any shortage of adhesive can be accommodated by the compression ofadhesive from other areas.

A symmetrical arrangement is provided by the flanges 304 and 310 and theweb 309 at the upper edge of the panel 235 relative to the rail 301. Inthis location the movement of the panel relative to the rail 301 is anoutward direction. It will be appreciated that the same arrangement canbe reversed allowing the panel to be inserted between the rails 300 and301 from the outside direction inwardly if this is preferred. Theselection of the arrangements of the flanges in this connection can bemade depending upon the order of assembly of the components. Thus therail 301 which forms part of the ladder structure along the side can beinserted as the last element in the structure which is inserted betweenthe panel 235 and the coping panel previously described of the roofstructure.

In this embodiment the rail 301 is connected to the posts indicated at311 by a bolted connection. This can also be a bonded connection and insome ways is better as a bonded connection as indicated at 312. Thebolted connection includes a coupling portion 313 which attaches ontothe top of the rail 301. Suitable coupling arrangements and boltedconnections of this type can replace the welded connections previouslydescribed and shown in other figures.

Also shown in FIG. 17 is a series of current collecting conductors 320which are contained within the floor section 231 and the panel 235. Thuseach of the panels of the structure of the vehicle contains series ofcurrent collecting conductors which extend longitudinally of each panelalong the full length of the panel and has an exposed end arranged atone or both ends of the panel for connection to a suitable groundingconductor. In the arrangement of FIG. 15, the conductors 320 are shownextending along the panel 231 and emerge at the forward end of thatpanel for engagement with the transverse stiffening member 280. Each ofthese current collectors therefore connects to the metal stiffeningmember 280 and allows any current flowing in the panels to becommunicated to the end of the panel where the connection to a metalmember allows the current to be drained to ground through suitableadditional conductors.

It will be appreciated that one significant problem of vehicles formedfrom composite material that they can generate significant levels ofstatic electricity which must be allowed to dissipate through thecurrent collection conductors for connection to grounded members of thevehicle. In the example shown, the current collectors 320 are formed aspart of the panels simply as a conductive tape laid onto the core 255prior to the application of the upper skin 253. However additionalcurrent collector conductors can be provided adjacent the outer skin orthe conductors may be provided within the body of the core dependingupon the surface from which static electricity is intended to beconducted.

In FIG. 18 is shown an additional cove reinforcement wall arrangement.While the arrangement shown in FIG. 3 which uses only an inverted “U”shape is strong in the vertical mode, the additional cove reinforcementadds requisite beam strength over the windows and especially in themultiple door openings where some vehicles will have doors on bothsides.

The corner cove reinforcement forms a tube with the outer roof cove ismade in two pieces as it is impossible to mold without a foam mandrel ofsome sort, which would then block the cavity between the inner and outercoves, defeating its secondary function as a duct for conditioned air.Either the inner or the outer cove piece is thus bonded into thestructure.

Thus in the arrangement of FIG. 18, the roof section is formed with agenerally horizontal central roof section 403 and two depending coveportions 404 and 405. Each cove portion attaches at its lower edge to arespective one of the rails 406, 407 at the top of the side wallssections previously described. Two cove stiffening walls 401 and 402 areprovided along the respective cove portions each having a bottom edge408 adhesively attached along the vehicle at a position adjacent abottom edge of a respective one of the depending cove portions andhaving a top edge 409 adhesively attached along the vehicle at aposition adjacent a respective outer edge of the horizontal roof portionso as to define a channel 410 between the cove stiffening wall and therespective cove portion. The channel can act as a duct for wiring and/orair flow.

Each side wall section includes a metal top rail 411 which is attachedto the bottom edge of the respective cove portion. Each rail 411 has inunturned generally horizontal flange 412 integrally formed with the railand the cove stiffening wall is attached along its bottom edge to theflange 412.

The cove stiffening wall includes a receptacle channel 413 therealongdefined by slots 414 and 415 for receiving an advertising strip.

The cove stiffening wall may have openings 420 along a bottom edgethereof so as to allow escape of air from the channel so that thechannel can act as an air conditioning transportation duct.

The cove stiffening wall is thus rigidly and fixedly attached along itstop and bottom edges by bonding an edge strip to a co-operating stripalong the cove portion where the strips are parallel and overlying. Thisprovides a tubular reinforcement of a structural nature with the tubecommunicating forces through the adhesive joints along the vehicle toprovide the desired strength for roll-over resistance and bendingstiffness.

As an alternative, a large hollow pultrusion can be used in the covearea of the roof in replacement for the integral cove portions of theroof section, immediately above the windows to form a three piece roofconstruction.

Since various modifications can be made in my invention as herein abovedescribed, and many apparently widely different embodiments of same madewithin the spirit and scope of the claims without department from suchspirit and scope, it is intended that all matter contained in theaccompanying specification shall be interpreted as illustrative only andnot in a limiting sense.

The invention claimed is:
 1. A vehicle comprising: a roof defined by atleast one roof section; a floor defined by at least one floor section;two side wall sections each defining a series of window openings in arow along the side wall section; each side wall section comprising anintegral substantially rigid metal ladder structure defined by verticalposts and horizontal rails with openings in the ladder structure betweenat least some of the posts and some of the rails defining the windowopenings; said at least one roof section comprising a structural memberwhich is generally of inverted channel shape to define a generallyhorizontal roof portion and two depending cove portions, one on eachside of the roof portion; said at least one roof section being formed atleast primarily from inner and outer fiber reinforced sheets containinga core material therebetween formed into an integral structure by aresin material therein; said at least one floor section defining astructural member which is generally channel shaped to define agenerally horizontal floor portion and two generally upstanding wallportions, one on each side of the floor portion; at least the floorportion of said at least one floor section being formed at leastprimarily from inner and outer fiber reinforced sheets containing a corematerial therebetween formed into an integral structure by a resinmaterial therein; a top edge of each wall portion being attached by arespective adhesive structural connection to a bottom rail of therespective one of the side wall sections such that structural loads inthe vehicle are communicated between said at least one floor section andthe side wall sections through said adhesive structural connections; abottom edge of each cove portion being attached by a respective adhesivestructural connection to a top rail of the respective one of the sidewall sections such that structural loads in the vehicle are communicatedbetween the roof section and the side wall sections through thestructural connections.
 2. The vehicle according to claim 1 wherein saidat least one floor section is connected across the vehicle from the sidewall sections so as to transfer loads therebetween with no transversestructural metal rails providing structural support for said at leastone floor section between a front and rear end of said at least onefloor section.
 3. The vehicle according to claim 1 wherein said at leastone floor section is formed from a front floor section and a rear floorsection, the front floor being connected across the vehicle from theside wall sections so as to transfer loads therebetween with notransverse structural metal rails providing structural support for saidfront floor section between a front and rear end of said front floorsection, and the rear floor being connected across the vehicle from theside wall sections so as to transfer loads therebetween with notransverse structural metal rails providing structural support for saidrear floor section between a front and rear end of said rear floorsection.
 4. The vehicle according to claim 1 wherein said at least onefloor section includes a longitudinal stiffening member between eachwall portion and a respective side edge of the floor portion.
 5. Thevehicle according to claim 4 wherein each longitudinal stiffening membercomprises a rail having a first channel portion thereof adhesivelyconnected to a tongue portion of the floor portion and having a secondchannel portion thereof adhesively connected to a tongue portion of thewall portion.
 6. The vehicle according to claim 1 wherein said at leastone floor section includes at least one longitudinal stiffening memberin the floor portion.
 7. The vehicle according to claim 1 wherein thetop rail extends along the top of the windows and the bottom railextends along the bottom of the windows and are spaced substantially bythe height of the windows.
 8. The vehicle according to claim 1 whereinat least one of the roof section and the floor portion and wall portionof said at least one floor section are formed as resin infusions.
 9. Thevehicle according to claim 1 wherein the adhesive structural connectionsare arranged such that the adhesive releases its bond by heating to arelease temperature such that the roof section and/or said at least onefloor section can be separated from the metal rail by heating theadhesive to its release temperature.
 10. The vehicle according to claim9 wherein there are provided heating wires embedded in the sectionadjacent the rail for heating the section at the rail.
 11. The vehicleaccording to claim 1 wherein on at least one side of the vehicle theside wall section includes a door between two of the posts and a windowin each of the openings between the others of the posts.
 12. The vehicleaccording to claim 1 wherein there is provided at each side a first railbetween the wall portion and the floor portion and there are nostructural metal posts between the bottom rail of the ladder structureand the first rail.
 13. The vehicle according to claim 1 wherein theladder structure is formed from frame members which are welded togetherto form the integral structure.
 14. The vehicle according to claim 1wherein the ladder structure is formed from frame members which arebolted or coupled together using a rigid system to ensure that theladder structure is able to transfer bending loads along the vehicle.15. A vehicle comprising: at least one roof section; at least one floorsection; a side wall section defining a series of window openings in arow along the side wall section; the side wall section comprising anintegral substantially rigid metal ladder structure defined by verticalposts, a horizontal bottom rail and a horizontal top rail with openingsin the ladder structure between at least some of the posts and some ofthe rails defining the window openings; said at least one roof sectioncomprising a structural member including a generally horizontal roofportion and a depending cove portions; said at least one roof sectionbeing formed at least primarily from inner and outer fiber reinforcedsheets containing a core material therebetween formed into an integralstructure by a resin material therein; said at least one floor sectioncomprising a generally horizontal floor portion and a generallyupstanding wall portion; said generally horizontal floor portion and aupstanding wall portion of said at least one floor section being formedat least primarily from inner and outer fiber reinforced sheetscontaining a core material therebetween formed into an integralstructure by a resin material therein; a metal rail having a firstchannel portion thereof adhesively connected to a tongue portion of thefloor portion and having a second channel portion thereof adhesivelyconnected to a tongue portion of the wall portion; a top edge of thewall portion being attached by an adhesive structural connection to thebottom rail of the side wall section such that structural loads in thevehicle are communicated between said at least one floor section and theside wall section through said adhesive structural connections; a bottomedge of the cove portion being attached by an adhesive structuralconnection to the top rail of the side wall section such that structuralloads in the vehicle are communicated between the roof section and theside wall section through the structural connection; wherein there areno structural metal posts between the bottom rail of the ladderstructure and the metal rail.
 16. The vehicle according to claim 15wherein said at least one floor section includes at least onelongitudinal stiffening member in the floor portion.
 17. The vehicleaccording to claim 15 wherein the adhesive structural connections arearranged such that the adhesive releases its bond by heating to arelease temperature such that the roof section and/or said at least onefloor section can be separated from the metal rail by heating theadhesive to its release temperature.